CN103338996B - The control device of vehicle - Google Patents

Abstract

A hybrid vehicle including a driving force generating device including an engine and first and second MGs (motor generators), and a transmission device including a motor connecting the engine and the first MG to an output shaft. The power distribution mechanism and the transmission that connects the second MG to the output shaft. In this hybrid vehicle, the ECU stops the driving force generating device when the transmission is abnormal. Then, the ECU determines whether or not the vehicle has actually stopped based on the detection value of the wheel speed sensor, and maintains the power supply from the battery until it is determined that the vehicle has actually stopped.

Description

vehicle controls

technical field

The present invention relates to control of a hybrid vehicle that can run using power from at least one of an internal combustion engine and a rotating electric machine.

Background technique

Japanese Patent Application Laid-Open No. 2002-225578 (Patent Document 1) discloses a hybrid vehicle that includes an engine, first and second MGs (motor generators) as a driving force source, and the engine and the first MG pass through planetary The gear mechanism is connected to the output shaft, and the second MG is connected to the output shaft via the transmission.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2002-225578

Patent Document 2: Japanese Patent Laid-Open No. 2006-220225

Patent Document 3: Japanese Patent Laid-Open No. 2005-313865

Patent Document 4: Japanese Patent Laid-Open No. 2001-206088

Contents of the invention

The problem to be solved by the invention

In the vehicle disclosed in Patent Document 1, it is preferable to stop the engine when an abnormality occurs in the transmission device including the planetary gear mechanism and the transmission, and to perform a stop judgment after the engine stops, and to cut off the memory for driving when it is judged to be a stop. The electric power supply of the high-voltage battery for the electric power of the first and second MGs. However, when the vehicle stop is determined based on the vehicle speed obtained using the rotational speed of at least one of the engine, the first MG, and the second MG, the vehicle may be erroneously determined to be stopped due to an abnormality in the transmission. If the electric power supply from the high-voltage battery is cut off due to this erroneous determination, there will be dangers such as failure of auxiliary equipment (for example, electric power steering, etc.) to operate even though the vehicle is running.

The present invention was made to solve the above-mentioned problems, and an object of the present invention is to connect a high-voltage battery (operation of an auxiliary device) during more reliable continuation of running by more accurately determining a stop when an abnormality occurs in a transmission device.

means of solving problems

The control device of the present invention controls a vehicle. A vehicle includes: wheels including at least drive wheels; an output shaft connected to the drive wheels; a power generation device including an internal combustion engine and a first rotating electric machine and a second rotating electric machine driven by electric power supplied from an electric storage device through a power line, and generating driving force to rotate the output shaft; a transmission device including a planetary gear mechanism provided between the internal combustion engine, the first rotating electric machine and the output shaft, and a transmission provided between the second rotating electric machine and the output shaft; and an opening and closing device for opening and closing Close the energization path between the power storage device and the power line. The control device includes: a stop unit that stops the operation of the power generation device when the transmission device is abnormal; a determination unit that determines whether the rotation of the wheels has stopped after the operation of the power generation device is stopped; and a control unit that is configured after the operation of the power generation device is stopped. The opening and closing device is maintained in the closed state until the determination unit determines that the rotation of the wheel has stopped, and the opening and closing device is switched to the open state when the determination unit determines that the rotation of the wheel has stopped.

Preferably, the vehicle further includes a first rotational speed sensor that detects a rotational speed of a wheel or a second rotational speed sensor that detects a rotational speed of an output shaft. The determination unit determines that the rotation of the wheel has stopped when the detection value of the first rotational speed sensor or the detection value of the second rotational speed sensor is lower than a predetermined value.

Preferably, the vehicle further includes a parking lock mechanism for suppressing rotation of the wheels. The determination unit determines that the vehicle is stopped when the rotation of the wheels is suppressed by the parking lock mechanism when the first rotational speed sensor or the second rotational speed sensor is abnormal.

Preferably, the vehicle further includes an electric auxiliary device connected to the power line. The control unit maintains the auxiliary equipment in an operable state by maintaining the opening and closing device in the closed state after the operation of the power generation device stops until the determination unit determines that the rotation of the wheels has stopped.

Preferably, the auxiliary equipment includes at least one of a steering device for controlling steering of the vehicle and a braking device for controlling braking force of the vehicle.

Preferably, the vehicle further includes a mechanical oil pump operated by the power of the internal combustion engine. The transmission fixes the gear ratio between the second rotating electric machine and the output shaft to any one of a plurality of gear ratios using oil pressure from a mechanical oil pump.

Invention effect

According to the present invention, when the transmission device is abnormal, it is possible to more accurately determine that the vehicle is stopped, and it is possible to more reliably continue the power supply (operation of the auxiliary equipment) from the power storage device during running.

Description of drawings

FIG. 1 is an overall block diagram of a vehicle.

FIG. 2 is a diagram schematically showing a connection relationship among an engine, a first MG, a power distribution mechanism, a second MG, and a transmission.

Fig. 3 shows a nomogram when the transmission T/M is normal.

Figure 4 is a functional block diagram of the ECU.

Fig. 5 shows a nomogram when the transmission T/M is abnormal.

Fig. 6 is a flowchart showing the processing procedure of the ECU.

detailed description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same reference numerals are assigned to the same components. The names and functions of the same components are also the same. Therefore, detailed descriptions of the same components will not be repeated.

FIG. 1 is an overall block diagram of a vehicle 1 equipped with a control device according to the present embodiment. Vehicle 1 is a hybrid vehicle using a driving force generator P/G including engine 100 , first MG (Motor Generator: motor generator) 200 , and second MG 400 as a driving force source.

Vehicle 1 includes front left and right wheels (driven wheels) 81, 82, rear left and right wheels (drive wheels) 83, 84, engine 100, shock absorbers 110, first MG 200, power distribution mechanism 300, second MG400, transmission 500, transmission shaft (output shaft) 510, PCU (PowerControlUnit: power control unit) 600, first battery 700, SMR (SystemMainRelay: system main relay) 710, power cable 720, first auxiliary device 730, DC /DC converter 740 , second battery 750 , power line 760 , second auxiliary equipment 770 , parking lock mechanism 780 , and ECU (Electronic Control Unit: Electronic Control Unit) 1000 .

The engine 100 is an internal combustion engine that combusts fuel to output power. The power of engine 100 is input to power split mechanism 300 via shock absorber 110 .

Power split mechanism 300 splits the power input from engine 100 into power to propeller shaft 510 and power to first MG 200 .

First MG 200 and second MG 400 are AC rotating electrical machines, and can function as motors or generators. The power of second MG 400 is input to transmission 500 .

Transmission 500 changes the speed of second MG 400 and transmits the speed to propeller shaft 510 .

Propeller shaft 510 is rotated by at least one of the power of engine 100 transmitted through power split mechanism 300 and the power of second MG 400 transmitted through transmission 500 . The rotational force of the propeller shaft 510 is distributed to the left and right drive shafts via differential gears. As a result, the wheels 83 and 84 rotate and the vehicle 1 travels.

PCU 600 converts high-voltage DC power supplied from first battery 700 via power cable 720 into AC power, and outputs it to first MG 200 and/or second MG 400 . Thus, first MG 200 and/or second MG 400 are driven. In addition, PCU 600 converts AC power generated by first MG 200 and/or second MG 400 into DC power and outputs it to first battery 700 . Thus, the first storage battery 700 is charged.

First battery 700 is a secondary battery that stores high-voltage (for example, about 200 V) DC power for driving first MG 200 and/or second MG 400 . The first storage battery 700 is typically composed of nickel metal hydride and lithium ions. In addition, a large-capacity capacitor may also be used instead of the first storage battery 700 .

SMR 710 is a relay for opening and closing a connection path between first storage battery 700 and power cable 720 .

The first auxiliary device 730 is an auxiliary device operated by high-voltage electric power supplied from the first storage battery 700 via the power cable 720 . The first auxiliary machinery device 730 includes an electric power steering system (Electric Power Steering System, hereinafter referred to as “EPS”) 731 and an electronically controlled braking system (Electronically Controlled Brake System, hereinafter referred to as “ECB”) 732 . In addition, the ECB 732 may also be included in the second auxiliary device 770 (low voltage system).

The DC/DC converter 740 converts the high voltage supplied from the first storage battery 700 via the power cable 720 into a low voltage capable of charging the second storage battery 750 , and supplies the converted voltage to the low voltage system via the power line 760 . Low-voltage system is a general term for equipment that operates at low voltage. The low-voltage system includes second auxiliary equipment 770, ECU 1000, and the like.

The second battery 750 is also called an auxiliary battery, and is a secondary battery that stores low-voltage DC power for operating a low-voltage system. Typically, the second storage battery 750 includes a lead storage battery.

Second auxiliary machine device 770 is an auxiliary machine operated by low-voltage electric power supplied from second battery 750 or DC/DC converter 740 . The second auxiliary device 770 includes, for example, electric loads such as an air-conditioning unit, lamps, wipers, and heaters (not shown).

The parking lock mechanism 780 is a device for mechanically suppressing the rotation of the propeller shaft 510 to maintain the parked state when the vehicle 1 is parked or the like.

An engine rotational speed sensor 10 , wheel speed sensors 11 to 14 , an output shaft rotational speed sensor 15 , resolvers 21 and 22 , a shift range sensor 31 , and the like are connected to the ECU 1000 .

The engine rotational speed sensor 10 detects the rotational speed (engine rotational speed) Ne of the crankshaft of the engine 100 . Wheel speed sensors 11 to 14 detect rotational speeds (wheel speeds) V1 to V4 of wheels 81 to 84 , respectively. The output shaft rotational speed sensor 15 detects the rotational speed (output shaft rotational speed) Nout of the propeller shaft 510 . Resolvers 21 and 22 detect rotation speed (first MG rotation speed) Nm1 of first MG 200 and rotation speed (second MG rotation speed) Nm2 of second MG 400 , respectively. The shift range sensor 31 detects the shift range SR. In addition, the shift range SR is switched to a D (driving) range, an N (neutral) range, an R (reverse) range, a P (parking) range, and the like by a user's operation. When the shift range SR is in the P range, the parking lock mechanism 780 operates to mechanically suppress the rotation of the propeller shaft 510 (that is, the rotation of the wheels 83 and 84 ).

ECU 1000 incorporates a CPU (Central Processing Unit: central processing unit) (not shown) and a memory, and executes predetermined arithmetic processing based on information stored in the memory and information from each sensor. ECU 1000 controls each device mounted in vehicle 1 based on the result of the arithmetic processing.

FIG. 2 is a diagram schematically showing a connection relationship among engine 100 , first MG 200 , power split mechanism 300 , second MG 400 , and transmission 500 .

The power distribution mechanism 300 has a sun gear (S) 310, a ring gear (R) 320, a pinion (P) 340 meshing with the sun gear (S) 310 and the ring gear (R) 320, and the pinion (P) ) 340 is a planetary gear mechanism that holds a carrier (C) 330 that can rotate freely and revolve freely.

The bracket (C) 330 is connected to the crankshaft of the engine 100 via the first rotating shaft 115 and the shock absorber 110 . Sun gear (S) 310 is connected to the rotor of first MG 200 . The ring gear (R) 320 is connected to the propeller shaft 510 via the second rotation shaft 116 .

The transmission 500 is composed of a set of Ravenau planetary gear mechanisms. That is, the transmission 500 has a first sun gear (S1) 510, a second sun gear (S2) 520, a first pinion (P1) 531 meshing with the first sun gear (S1) 510, and a first pinion (P1) ) 531 and the second pinion (P2) 532 that meshes with the second sun gear (S2) 520, the ring gear (R1) 540 that meshes with the second pinion (P2) 532, and holds each pinion 531, 532 as Bracket (C1) 550 with free rotation and free revolution. Therefore, the first sun gear (S1) 510 and the ring gear (R1) 540 together with the pinions 531 and 532 constitute a mechanism equivalent to a double-pinion type planetary gear mechanism, and the second sun gear (S2) 520 and the ring gear The shape gear ( R1 ) 540 together with the second pinion ( P2 ) 532 constitutes a mechanism corresponding to a single pinion type planetary gear mechanism.

The bracket ( C1 ) 550 is connected to the transmission shaft 510 . Second sun gear (S) 520 is connected to the rotor of second MG 400 .

Furthermore, the transmission 500 is provided with a B1 brake 561 selectively fixing the first sun gear ( S1 ) 510 and a B2 brake 562 selectively fixing the ring gear ( R1 ) 540 .

The B1 brake 561 is a multi-plate engagement device that generates engagement force by the frictional force of the friction material fixed to the case side of the transmission 500 and the friction material fixed to the first sun gear ( S1 ) 510 side. The B2 brake 562 is a multi-plate engagement device that generates an engagement force by the frictional force of the friction material fixed to the case side of the transmission 500 and the friction material fixed to the ring gear ( R1 ) 540 side. In addition, these brakes 561 and 562 are wet engagement devices that are engaged or released while always lubricating between the friction materials with oil.

These brakes 561 and 562 are connected to a transmission hydraulic circuit (not shown) that outputs hydraulic pressure corresponding to a control signal from the ECU 1000 , and are engaged or released by the hydraulic pressure output from the transmission hydraulic circuit.

When the B1 brake 561 is engaged to fix the first sun gear ( S1 ) 510 , and the B2 brake 562 is released without fixing the ring gear ( R1 ) 540 , the shift speed of the transmission 500 is the high speed H.

When the ring gear (R1) 540 is fixed by engaging the B2 brake 562 and the first sun gear (S1) 510 is released without fixing the first sun gear (S1) 510, the transmission stage of the transmission 500 is a low speed stage L having a gear ratio greater than that of the high speed stage H. .

In this way, both the power distribution mechanism 300 and the transmission 500 are configured including planetary gears. Since the power distribution mechanism 300 and the transmission 500 are arranged on the front side and the rear side of the vehicle 1, respectively, they are also called "Fr planet" and "Rr planet", respectively. Furthermore, power split mechanism 300 and transmission 500 each have a function of changing the rotational speeds of engine 100 and second MG 400 and outputting them to propeller shaft 510 . Therefore, in the following description, the power split mechanism 300 and the transmission 500 are collectively referred to as "transmission device T/M" (see FIG. 1 ).

In the vehicle 1, a mechanical oil pump 800 and an electric pump for supplying lubricating oil and cooling oil to each part of the first MG 200 , the second MG 400 , and the transmission T/M (the power distribution mechanism 300 and the transmission 500 ) are arranged side by side. Oil pump 900.

The mechanical oil pump 800 sucks oil stored in an oil pan (not shown) by the driving force of the engine 100 and supplies the sucked oil to each part.

The electric oil pump 900 sucks the oil stored in the oil pan by the driving force of the motor controlled by the control signal from the ECU 1000 and supplies the sucked oil to each part.

The oil from the mechanical oil pump 800 and the electric oil pump 900 is also supplied to the transmission hydraulic circuit described above, and used as a pressure source for the hydraulic oil of the transmission 500 (hydraulic oil of the B1 brake 561 and the B2 brake 562 ).

FIG. 3 shows a nomogram when the transmission T/M (the power distribution mechanism 300 and the transmission 500 ) is normal.

When the power distribution mechanism 300 (Fr planet) is working normally, the first MG rotation speed Nm1, the engine rotation speed Ne, and the rotation speed of the ring gear (R) 320 are connected by a straight line on the nomogram of the power distribution mechanism 300 (as long as After determining any two rotational speeds, the relationship of the remaining rotational speeds can be determined). Therefore, the rotational speed of the ring gear (R) 320 can be obtained based on the engine rotational speed Ne and the first MG rotational speed Nm1 using the nomogram of the power split mechanism 300 . Since the ring gear (R) 320 is connected to the propeller shaft 510 (output shaft) via the second rotating shaft 116 , the calculated rotational speed of the ring gear (R) 320 is a value corresponding to the vehicle speed. Hereinafter, the rotational speed of ring gear (R) 320 obtained based on engine rotational speed Ne and first MG rotational speed Nm1 using the nomograph of power split mechanism 300 (Fr planet) is also referred to as "vehicle speed Vfr".

When the transmission 500 (Rr planet) is working normally, the rotational speeds of the first sun gear (S1) 510, the ring gear (R1) 540, the carrier (C1) 550, and the second MG rotational speed Nm2 are on the nomogram of the transmission 500 It is a relationship connected by a straight line (as long as any two rotational speeds are determined, the relationship between the remaining two rotational speeds can be determined).

In the low speed stage L, the ring gear ( R1 ) 540 is fixed by engaging the B2 brake 562 , so the rotation speed of the ring gear ( R1 ) 540 is zero. In addition, in the high speed stage H, the first sun gear ( S1 ) 510 is fixed by engaging the B1 brake 561 , so the rotational speed of the first sun gear ( S1 ) 510 becomes zero. Therefore, the rotational speed of carrier ( C1 ) 550 can be obtained based on the second MG rotational speed Nm2 using the nomogram of transmission 500 . Since the bracket ( C1 ) 550 is connected to the propeller shaft 510 (output shaft), the calculated rotation speed of the bracket ( C1 ) 550 is a value corresponding to the vehicle speed. Hereinafter, the rotational speed of carrier ( C1 ) 550 obtained based on the second MG rotational speed Nm2 using the nomograph of transmission 500 (Rr planet) is also referred to as "vehicle speed Vrr".

In the vehicle 1 having the above configuration, the ECU 1000 determines whether the transmission T/M is abnormal while the vehicle 1 is running, and when the transmission T/M is abnormal, the vehicle 1 is driven in the protective running mode (failsafe mode). .

FIG. 4 is a functional block diagram of ECU 1000 of a part related to protection travel when the transmission T/M is abnormal. Each functional block shown in FIG. 4 can be realized by hardware or by software.

ECU 1000 includes an abnormality determination unit 1010 , a stop processing unit 1020 , a parking determination unit 1030 , and an SMR cutoff unit 1040 .

Abnormality determination unit 1010 determines whether transmission T/M is abnormal. The abnormality of the transmission T/M refers to a state in which the relationship of the nomogram shown in FIG. 3 does not hold due to a failure of a part of the transmission T/M. For example, abnormality determination unit 1010 obtains vehicle speed Vfr from engine rotational speed Ne and first MG rotational speed Nm1 using a nomogram of power distribution mechanism 300, and obtains vehicle speed Vfr from second MG rotational speed Nm2 using a nomographic diagram of transmission 500. Vehicle speed Vrr. Then, the abnormality determination unit 1010 compares the vehicle speed Vfr and the vehicle speed Vrr, and determines that the transmission T/M is normal when both match, and determines that the transmission T/M is abnormal when they do not match. In addition, other methods may be used to determine the presence or absence of abnormality in the transmission T/M.

The stop processing unit 1020 performs stop processing for stopping the operation of the driving force generating device P/G when it is determined that the transmission T/M is abnormal. Specifically, the stop processing unit 1020 stops the supply of fuel to the engine 100 and stops the operation of the PCU 600 . As a result, the output torques of engine 100 , first MG 200 , and second MG 400 all become zero, and the generation of driving force of vehicle 1 is stopped, so vehicle 1 is coasting.

The stop determination unit 1030 performs a stop determination process for determining whether or not the vehicle 1 has actually stopped after the stop process. This stop determination process is not performed based on the vehicle speed Vfr or the vehicle speed Vrr, but is performed based on the wheel speeds V1 to V4 or the shift range SR. This point is the most characteristic point of this embodiment. This point will be described in detail later.

The SMR disconnection unit 1040 maintains the SMR 710 in the closed state after the stop processing until the parking determination unit 1030 determines that the vehicle 1 has actually stopped. Accordingly, the power supply from the first storage battery 700 to the power cable 720 is maintained, thereby maintaining the first auxiliary equipment 730 (EPS 731 , ECB 732 ) and the DC/DC converter 740 in an operable state. On the other hand, when the parking determination unit 1030 determines that the vehicle 1 has actually stopped, the SMR cutoff unit 1040 opens the SMR 710 . As a result, the power supply from the first storage battery 700 to the power cable 720 is cut off, thereby preventing leakage from the first storage battery 700 to the outside.

Fig. 5 shows a nomogram when the transmission T/M is abnormal. The case where Fr planet free fault occurs is illustrated in FIG. 5 . The Fr planet free failure is a kind of abnormality of the transmission T/M, and is an abnormality in which the relationship of the nomogram of the power split mechanism 300 (Fr planet) becomes invalid.

When the Fr planetary free failure occurs, the first MG rotation speed Nm1 and the engine rotation speed Ne rotate independently of each other (freely) due to damage of the first rotating shaft 115 or the like, and the relationship of the nomogram of the power split mechanism 300 becomes invalid. Therefore, at the time of the Fr planetary free failure, the vehicle speed Vfr obtained from the engine speed Ne and the first MG speed Nm1 does not match the actual speed of the ring gear (R) 320 . Therefore, the vehicle speed Vfr also does not coincide with the vehicle speed Vrr obtained from the second MG rotation speed Nm2. In this way, when vehicle speed Vfr and vehicle speed Vrr do not match, ECU 1000 recognizes that transmission T/M is abnormal, and stops engine 100 , first MG 200 , and second MG 400 through stop processing.

For a period of time after the stop process, the vehicle 1 is traveling by inertia, so it is necessary to maintain the SMR 710 in the closed state and the first auxiliary equipment 730 (EPS 731 , ECB 732 ) and the DC/DC converter 740 in an operable state until until the vehicle 1 actually stops.

Conventionally, the determination of whether or not the vehicle 1 has actually stopped after the stop processing is performed based on the vehicle speed Vfr or the vehicle speed Vrr. However, there is a possibility of erroneously determining that the vehicle is parked in such a determination.

That is, after the stop processing, the mechanical oil pump 800 is also stopped along with the stop of the engine 100, and the oil pressure required by the transmission 500 is insufficient. Therefore, as shown in FIG. 5 , the B1 brake 561 or the B2 brake 562 cannot be fixed, and the nomogram of the transmission 500 may not be established. Therefore, the vehicle speed Vrr obtained from the second MG rotation speed Nm2 does not match the actual vehicle speed.

In addition, at the time of the Fr planetary free failure, the first MG rotation speed Nm1 and the engine rotation speed Ne rotate independently of each other as described above. Therefore, as shown in FIG. 5 , when the engine speed Ne becomes 0 while the engine 100 is stopped, and the first MG speed Nm1 falls to 0 in free fall, the vehicle speed Vfr becomes 0 although the vehicle 1 is still coasting. , which may be misjudged as stopped. If the SMR710 is turned on due to such a misjudgment, hazards such as the steering operation using the EPS731 and the braking operation using the ECB732 cannot be performed during coasting.

In order to prevent such hazards, ECU 1000 (parking determination unit 1030 ) of the present embodiment, after the stop process, does not base on vehicle speed Vfr or vehicle speed Vrr, but based on whether or not wheel speeds V1 to V4 close to actual vehicle speeds have decreased to substantially zero. (whether the shift range SR is the P range when the wheel speed sensors 11 to 14 are abnormal) is used to determine whether the vehicle 1 has actually stopped. As a result, even in the event of a Fr planetary free failure, it is possible to more accurately determine whether or not the vehicle 1 has actually stopped, and it is possible to more reliably continue the operation of the first auxiliary equipment 730 (EPS731, ECB732) and DC/DC during coasting. Operation of the converter 740 (operation of the second auxiliary device 770). This point is the most characteristic point of this embodiment.

FIG. 6 is a flowchart showing the processing procedure of ECU 1000 for realizing the above-mentioned functions. The flowchart of FIG. 6 is repeatedly executed at a predetermined cycle while the vehicle 1 is running.

In step (hereinafter, step is abbreviated as "S") 10 , ECU 1000 determines whether or not transmission T/M is abnormal.

When transmission T/M is normal (NO in S10 ), ECU 1000 transfers the processing to S11 and continues running of vehicle 1 .

On the other hand, when the transmission T/M is abnormal (YES in S10 ), ECU 1000 shifts the processing to S12 to perform stop processing. That is, ECU 1000 stops PCU 600 (stops first MG 200 and second MG 400 ), and stops engine 100 .

After the stop processing, in S13, ECU 1000 judges whether or not wheel speed sensors 11 to 14 are normal. This judgment is based on, for example, whether the difference between the maximum value and the minimum value of the wheel speeds V1 to V4 detected by the wheel speed sensors 11 to 14 is small (below a predetermined value), or whether the wheel speeds V1 to V4 all show values within the specification. and so on.

When wheel speed sensors 11 to 14 are normal (YES in S13 ), ECU 1000 transfers the process to S14 to determine whether the wheel speed is equal to or lower than threshold speed A (whether the wheel speed is substantially zero). In this process, the wheel speed to be compared with the threshold speed A may be, for example, the maximum value of the wheel speeds V1 to V4 or the average value of the wheel speeds V1 to V4.

When the wheel speed is higher than threshold speed A (NO in S14 ), ECU 1000 determines in S17 that vehicle 1 is coasting, and keeps SMR 710 in the closed state. Thus, first auxiliary equipment 730 (EPS731, ECB732) and DC/DC converter 740 are maintained in operable states.

On the other hand, when the wheel speed is equal to or less than threshold speed A (YES in S14 ), ECU 1000 determines that vehicle 1 has stopped in S16 , and opens SMR 710 to cut off the high voltage. Accordingly, electric leakage from the first storage battery 700 to the outside is prevented.

In addition, when the wheel speed sensors 11 to 14 are abnormal (NO in S13 ), ECU 1000 transfers the process to S15 to determine whether the shift range SR is the P range.

If the shift range SR is not the P range (NO in S15 ), since it is unclear whether the vehicle 1 is stopped, in S17 , ECU 1000 determines that vehicle 1 is coasting, and keeps the connection of SMR 710 .

On the other hand, when the shift range SR is in the P range (YES in S15), it is strongly estimated that the vehicle 1 is stopped and the rotation of the wheels 83 and 84 is restrained by the parking lock mechanism 780. Therefore, in S16 , ECU 1000 determines that vehicle 1 has stopped, and turns on SMR 710 to cut off the high voltage.

As described above, ECU 1000 of the present embodiment stops drive force generator P/G when transmission T/M is abnormal. Then, ECU 1000 is not based on the vehicle speed Vfr obtained from Ne and Nm1 or the vehicle speed Vfr obtained from Nm2, but based on the detection values of the wheel speed sensors 11 to 14 that are close to the actual vehicle speeds (where the wheel speed sensors 11 to 14 In case of abnormality, the parking determination process is performed based on the shift range (SR). As a result, it is possible to more accurately determine whether or not the vehicle 1 has actually stopped, so that the operation of the first auxiliary equipment 730 (EPS 731 , ECB 732 ) and the operation of the DC/DC converter 740 (second auxiliary equipment 740 ) during coasting can be continued more reliably. machine device 770).

In addition, in the present embodiment, the case where the parking determination process is performed based on the detection values of the wheel speed sensors 11 to 14 has been described, but it may be based on the output of detecting the rotational speed of the propeller shaft 510 mechanically connected to the wheels 83 and 84 . The detection value of the shaft rotational speed sensor 15 is subjected to a parking determination process.

It should be understood that the embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the present invention is shown by the claims rather than the above description, and it is intended that all modifications within the meaning and range equivalent to the claims are included.

Mark description

1 vehicle, 10 engine speed sensor, 11~14 wheel speed sensor, 15 output shaft speed sensor, 21, 22 resolver, 31 shift position sensor, 81~84 wheel, 100 engine, 110 shock absorber, 115 first rotation shaft, 116 second rotating shaft, 200 first MG, 300 power distribution mechanism, 400 second MG, 500 transmission 500, 510 transmission shaft, 561B1 brake, 562B2 brake, 700 first battery, 720 power cable, 730 first auxiliary Engine device, 731EPC, 732ECB, 740 converter, 750 second battery, 760 power line, 770 second auxiliary device, 780 parking lock mechanism, 800 mechanical oil pump, 900 electric oil pump, 1000ECU, 1010 abnormality determination unit, 1020 stop Processing unit, 1030 parking determination unit, 1040 SMR cutting unit.

Claims (6)

1. a control device for vehicle, wherein,

Described vehicle possesses:

At least comprise the wheel (81,82,83,84) of driving wheel (83,84);

Be linked to the output shaft (510) of described driving wheel;

Power generation arrangement (P/G), comprises internal combustion engine (100) and utilizes from electrical storage device (700)The first electric rotating machine (200) and second driving via the electric power of power line (720) supplyElectric rotating machine (400), produces the driving force that makes described output shaft rotation;

Speed change gear (T/M), is included in described internal combustion engine, described the first electric rotating machine, instituteState the planetary gears (300) that arranges between output shaft and in described the second electric rotating machine and instituteState the speed changer (500) arranging between output shaft; And

Opening and closing device (710), opens and closes the circuit passband between described electrical storage device and described power lineFootpath,

Described output shaft not via described speed changer via described planetary gears and described inCombustion machine and described first electric rotating machine connect, and not via described planetary gears viaDescribed speed changer is connected with described the second electric rotating machine,

Described control device possesses:

Stop (1020) stops described power in the time that described planetary gears breaks downThe work of generation device;

Detection unit (1030), described in judging after the work of described power generation arrangement stopsWhether the rotation of wheel stops; And

Control part (1040), opens described in inciting somebody to action after the work of described power generation arrangement stopsClose device be maintained rotation that closure state to described detection unit is judged to be described wheel stopped forOnly, and in the time that the rotation that described detection unit is judged to be described wheel has stopped by described opening and closing deviceSwitch to open mode.

2. the control device of vehicle according to claim 1, wherein,

Described vehicle also possesses first speed probe (11～15) of the rotating speed that detects described wheelOr detect second speed probe (15) of the rotating speed of described output shaft,

Described detection unit passes at detected value or described second rotating speed of described the first speed probeThe rotation that the detected value of sensor is judged to be described wheel during lower than setting stops.

3. the control device of vehicle according to claim 2, wherein,

Described vehicle also possesses the parking lock mechanism (780) of the rotation for suppressing described wheel,

Described in suppressing by described parking lock mechanism in the situation that described speed probe is abnormalWhen the rotation of wheel, described detection unit is judged to be described vehicle to be stopped.

4. the control device of vehicle according to claim 1, wherein,

Described vehicle also possesses the DYN dynamic auxiliary machinery device (730) that is connected in described power line,

Described control part by after the work of described power generation arrangement stops by described switchingDevice be maintained rotation that closure state to described detection unit is judged to be described wheel stopped forOnly, described auxiliary machinery device is maintained to the state that can work.

5. the control device of vehicle according to claim 4, wherein,

Described auxiliary machinery device comprise control the transfer turning to (731) of described vehicle and forControl at least any one party in the brake apparatus (732) of the brake force of described vehicle.

6. the control device of vehicle according to claim 1, wherein,

Described vehicle also possesses the mechanical type oil pump of utilizing the power of described internal combustion engine and work(800)，

Described speed changer uses oil pressure from described mechanical type oil pump by described the second electric rotating machineAnd the gear ratio between described output shaft is fixed as the arbitrary gear ratio in multiple gear ratio.